And timothy



(No Model.) 2 Sheets-Sheet 1.,

C. M. HAVEY, R.-BLACK'& T. G. PALMER.

RAILWAY SIGNAL.

No. 345,782. Patented July 20, 1886.

(No Model.) 2Sheets-Sheet 2.

G. M. HAVEY, R. BLACK 8v T. G. PALMER.

RAILWAY SIGNAL.

No. 345,782. Patented J uly 20, 1886.

N TENS. Pham-Limo rq ner. Washington. D c.

UNITED STATES PATENT OFFICE,

CORNELIUS M. HAVEY AND ROBERT BLACK, OF NE\V YORK, AND TIMOTHY G. PALMER, OF SOHULTZVILLE, N. Y.; SAID HAVEY ASSIGNOR TO SAID BLACK AND PALMER.

RAILWAY-SIGNAL.

SPECIFICATION forming part. of Letters Patent No. 345,782, dated July 20, 1886.

Application filed March 8, 1986.

To all whom, it may concern:

Be it known that we, CORNELIUS M. HAVEY and ROBERT BLACK, of the city and State of New York, and TIMOTHY G. PALMER, of

Schultzville, in the county of Dutchess and State ofNew York, have invented an Improvement in Railway-Signals, of which the following is a specification.

The object of this invention is to prevent 1c trains approaching too near each other, and it is especially adapted to elevated railways, so that in case of fogs the engineer can keep his train at asafe distance behind thepreceding train. There are signals placed at suitable dis- 1 5 tanccs apartsay at least twice the length of a train or the length of a train, and ample distance for stopping added-and mechanism is connected with the signal and to inclined rails, over which or in contact with which the train 2c passes, to depress the same and set the signal at danger, and this danger-signal remains in view until the train passes asccond danger-signal, and has set the same, and is moving along at the required distance beyond the second signal, when it acts upon mechanism for turning the first signal from danger to safety, and so on along the entire track that is thus guarded, the signals being entirely automatic and reliable.

In the drawings, Figure l is adiagrammatic plan View representing portions of a track with the successively-acting signals applied thereon. Fig. 2 is an elevation, in larger size, of the signal and its connections. Fig. 3 is a plan view of the same. Fig. 4 is a side view of the distant-signalactuating devices. Fig. 5 is a side View, in larger size, of a separate portion of the track and of the rail-bars and connection to the cross-shaft. Fig. ,6 is a par- 0 tial elevation of the arm at the end of the erossshaft, and the connections for the distant signal. at the station marked A, Fig. 1; and Fig. 7 is a section of one of the rails, and an elevation of one of the rail bars and of the clip pieces.

The signal 1 is of any desired character. Usually it is a vertical shaft, with a disk or vane upon the top, supported by a frame.

When turned so that the fiat side of the disk is Serial No. 194,373. (No model.)

visible, itindicatcs danger. When standing 0 parallel to the track, so as to be seen endwise or edgewise, it indicates safety or, go ahead.

A crank-arm, 2, upon the vertical shaft 3 serves to move the signal in one direction or the other. A rod, 4, passes to a crank-arm, 5, 5 5 upon the cross-shaft 6, that is below the track 7 and guard-rails 8, and has an arm, 9, and a link, 10, to the jointed rail-bars 12 and 13. These railbars 12 and 13 are supported at their distant ends by the clip-pieces 15 and 16, that are bolted to the rails, and they are close against the outer edges of the track-rail, and move up and down, and are guided by the jaw -blocks 18, placed at suitable distances apart at the outer sides ofthe rail. The normal condition of the railbars 12 and 13 is elevated at the middle joint, so that, as a train passes along, such bars are depressed and the shaft 6 partially rotated bythe link 10, arm 9, and by the arm 5 and rod the signal 1 is turned to danger. It is now to be understood that devices constructed as aforesaid are placed at suitable distances apart, having reference to stations and to thelengths of the trains. Ve have illustrated these devices, as at signalsA B C, and when a train passes each point in succession the danger-signal l at that place is exposed, and so remains until turned back by the appliances hereinafter described.

In arranging a system of automatic signals 8;- along a railway it is important to turn on a dauger sigual when the train passes signal A, and to allow that signal to remain visible until the train has passed signal B and turned the same onto danger, and has proceeded suliiciently far beyond the signal 13 to allow atrain that may be following to be stopped by the signal B; hence we locate the devices that turn back the danger-signal A beyond the signal B, between B and (J, as at A, and the devices 0 that turn back the danger-signal Barelocated at 13, beyond the signal 0, and so on. The devices that turn back the danger-signals are traclebars 20 and 21, joined together in the middle and hinged at the ends to the clip- 5 pieces 22 upon the track-rails; and there are guide-jaws 28 for such bars, a link, 24, to the arm 25, upon the cross-shaft 26, and a crank arm, 27, to the rod 28, which is continued along from the signal A to the reversing-station A. The blocks 29 are provided for the rod 28 to pass through, and to which rods the blocks are clamped by set-screws 80 or other- Wise,and the crank-pins of the arms go through these blocks. At the station A the crankarm 5 moves the rods 4 and 28 in one direction, to turn the danger-signal into view, and at'the reversing-station A the crank-arm 27 moves the rod 28 and 4 the other way,to turn the danger-signal back to safety. Should a train reach the signal A and be upon the railbars 12 13 at the time the train passes the reversing-station A, the signal 1 could not be turned back to safety, and it should not be so turned, but should remain at danger.

To prevent the apparatus being broken,tl1e spring 31 is applied around the rod 28, so that the spring may yield as the parts move at the reversing-station A without reversing the signal at A, thus allowing said signal to remain at danger after the second train has passed along.

The guide and pivot blocks are adapted to set up against one side of the rail and formed with openjaws,and when used as a pivotblock the pivot-bolt passes through the same, but not through the rail; and when used as guideblocks the rail-bars simply are supported and guided in them. In both cases the block is clipped to the rail by a hook-ended bolt passing through a perforation in the base of the block below the rail. This renders it unneeessary to perforate the rail, and the parts can be attached wherever desired.

\Ve claim as our invention- 1. A range of visual signals adjacent to the railway-tracks, hinged rail-bars and conneotions for turning the visual signal to danger as the train passes such signal, and rail-bars and connections between the second and third signals to turn the first signal back to safety, and a spring applied between the danger-signal and the mechanism that is employed to turn it back, substantially as specified.

2. The guide and pivot blocks fitting against the rail and extending below the same, in combination with the hook-ended bolts for attaching the same to the rail, said blocks being formed as jaws for reeei ving the rail-bars, substantially as,set forth.

Signed by us this 1st day of March, A. D. 1886.

0. M. HAVEY. ROBERT BLACK. T. G. PALMER. Witnesses:

Gno. T. PINOKNEY, WILLIAM G. Mom. 

